WO2014061776A1

WO2014061776A1 - Steering gear and ship provided therewith

Info

Publication number: WO2014061776A1
Application number: PCT/JP2013/078297
Authority: WO
Inventors: 陽秋山; 修司土橋
Original assignee: 三菱重工業株式会社
Priority date: 2012-10-18
Filing date: 2013-10-18
Publication date: 2014-04-24
Also published as: CN104619587A; KR20150045489A; CN104619587B; JP2014080155A; JP6025497B2

Abstract

The purpose of the present invention is to provide a steering gear capable of transmitting the needed power to a rudder shaft, and a ship provided with said steering gear. This steering gear (100) rotates a rudder shaft (1) linked to the rudder of a ship, and is provided with a first oil pump (10a) which generates a first power for rotating the rudder shaft (1), an accumulator (10b) which accumulates the first power generated by the first oil pump (10a), a first switching valve (10d) which, in response to an inputted steering command, transmits the first power accumulated by the accumulator (10b) to the rudder shaft (1), and a pressure sensor (10c) which detects the amount of the first power accumulated in the accumulator (10b).

Description

Steering device and ship equipped with the same

The present invention relates to a steering gear and a ship equipped with the same.

2. Description of the Related Art Conventionally, as a steering gear for operating a rudder of a ship, a Rapson slide type or rotary vane type steering gear driven by a hydraulic actuator is known. A Rappson slide type steering gear drives a hydraulic actuator connected to a chiller that drives a steering shaft to turn, thereby turning the steering shaft (see, for example, Patent Document 1). The rotary vane type steering gear has a movable vane integrated with the rudder shaft inside a housing surrounding the rudder shaft, and a plurality of working chambers partitioned by the movable vanes between the housing and the rudder shaft are formed. (For example, refer patent document 2).

International Publication No. 2010/052777 JP 2011-73526 A

Conventional steering gear systems use expensive hydraulic actuators with sufficient ability to cope with the maximum amount of steering that can be input as a steering command of the rudder. However, a steering command input as a steering command of a rudder is generally input at a frequency of about 10 to 15 times per hour, for example. In addition, the amount of steering input by the steering command is generally sufficiently smaller than the maximum amount of steering (for example, the amount of steering in a 70 ° steering angle range from -35 ° to + 35 °).

In view of such circumstances, it is conceivable to adopt an inexpensive hydraulic actuator having a lower capability than that of the conventional one as a power source of a steering gear, in consideration of the frequency and the amount of steering command in general. However, when a steering command requiring power exceeding the maximum power generated by the hydraulic actuator is input, if it can not respond to the steering command, the original performance as a steering gear will not be satisfied. .

The present invention has been made in view of such circumstances, and is required even when power higher than the maximum power of the power generation unit for generating power for rotating the rudder shaft is required. It is an object of the present invention to provide a steering gear capable of transmitting a driving force to a rudder shaft and a ship provided with the same.

In order to achieve the above object, the present invention adopts the following means.
A steering gear according to the present invention is a steering gear that rotates a rudder shaft connected to a rudder of a ship, and includes a first power generation unit that generates a first power for rotating the rudder shaft. A storage unit for storing the first power generated by the first power generation unit; and a first unit for transmitting the first power stored in the storage unit to the rudder shaft according to an input steering command. A transmission unit, and a detection unit that detects an accumulation amount of the first power accumulated in the accumulation unit.

A steering gear according to the present invention is a steering gear that rotates a rudder shaft connected to a rudder of a ship, and a first power generating unit that generates a first power for rotating the rudder shaft is generated The first power is accumulated by the accumulation unit. The stored first power is transmitted to the rudder axle by the first transmission unit in response to the input steering command. In this way, the first power stored in the storage unit can be used as the rudder shaft even when a steering command that requires a power higher than the maximum power of the first power generation unit is input. Can be properly transmitted. In addition, since the steering gear according to the present invention includes the detection unit that detects the accumulation amount of the first power accumulated in the accumulation unit, for example, the driver stores the first power accumulated in the accumulation unit. After recognizing the amount, it is possible to give an appropriate steering command.

Further, the steering gear according to the first aspect of the present invention generates a second power for rotating the rudder shaft, and a second power generation unit having a maximum power larger than that of the first power generation unit; And a second transmission unit for transmitting the second power generated by the second power generation unit to the rudder shaft in response to a steering command. In this way, it is possible to store the first power generated by the first power generation unit and transmit it to the rudder shaft, and at the same time, even if the amount of stored first power is small, the first power The second power generated by the second power generation unit having the maximum power larger than that of the generation unit can be transmitted to the rudder shaft.

Further, in the steering gear according to the first aspect of the present invention, the first steering command for transmitting the first power to the rudder shaft or the second power is controlled according to an input instruction from the driver. An input unit for inputting any of the second steering command transmitted to the shaft; a notification unit for notifying the driver of the accumulated amount of the first power detected by the detection unit; When the steering command of 1 is input, the first transmission unit is controlled to transmit the first power to the rudder axle, and when the second steering command is input to the input unit, the second transmission command is transmitted. It is good also as composition provided with a control part which controls the 2nd transmission part so that motive power may be transmitted to the rudder axle.

In this way, the first steering instruction or second power generation unit for transmitting the first power accumulated in the accumulation unit to the rudder shaft is generated after the rider recognizes the accumulation amount of the first power. It is possible to appropriately input any of the second steering commands for transmitting the second power to the steering shaft. Therefore, when the accumulated amount of the first power is small, it becomes possible to input an appropriate steering command such as inputting a second steering command for transmitting the second power generated by the second power generator to the rudder axle. .

In this configuration, the notification unit may notify the storage amount by displaying information indicating the storage amount on a display unit. In this way, the first steering command or second power generation unit transmits the first power accumulated in the accumulation unit to the rudder shaft after the rider visually recognizes the accumulated amount of the first power. Can appropriately input any of the second steering commands for transmitting the second power generated by the steering wheel to the steering shaft.

Further, the steering gear according to the first aspect of the present invention includes a control unit that controls the first transmission unit and the second transmission unit according to the accumulation amount of the first power detected by the detection unit. It is good also as composition. In this way, transmission of the first power to the rudder shaft and transmission of the second power to the rudder shaft are appropriately controlled according to the accumulated amount of the first power.

Further, in the configuration described above, the steering command includes a command of a target steering angle, and the control unit transmits the first transmission unit according to the command of the target steering angle and the accumulated amount of the first power. The second transmission unit may be controlled. In this way, transmission of the first power to the rudder shaft and transmission of the second power to the rudder shaft are appropriately controlled according to the command of the target steering angle and the accumulated amount of the first power.

Further, in the configuration described above, the control unit transmits the first power to the rudder shaft when the accumulated amount is larger than a predetermined amount, and the control unit transmits the first power when the accumulated amount is smaller than the predetermined amount. The first transmission unit and the second transmission unit may be controlled to transmit two powers to the rudder shaft. In this way, when the accumulated amount is larger than the predetermined amount, the second power generation unit that consumes a large amount of energy can be prevented from operating, and the energy consumption of the steering gear can be suppressed. In this case, the predetermined amount may be a predetermined invariant. In this case, a storage unit storing the input history of the steering command and a threshold setting unit setting the predetermined amount based on the input history stored in the storage unit may be provided. By doing this, it is possible to appropriately control the transmission of the first power to the rudder shaft and the transmission of the second power to the rudder shaft according to the input history of the steering command.

In the steering gear according to the second aspect of the present invention, the first power generation unit is a pump that sucks in the working fluid and discharges it at high pressure, and the accumulation unit adds the working fluid discharged from the pump. It is characterized in that it is an accumulator that accumulates under pressure. In this way, the first power can be stored using the working fluid and used as the power of the rudder shaft.

A ship according to the present invention is characterized by including the steering gear described above.

According to the present invention, the steering capable of transmitting the required power to the rudder shaft even when the motive power higher than the maximum motive power of the power generating unit for generating the power for rotating the rudder shaft is required. An aircraft and a ship equipped with the same can be provided.

It is a block diagram of the steering gear of 1st Embodiment. It is a fragmentary longitudinal cross-sectional view which shows the structure of an accumulator. It is a block diagram showing control composition of a steering gear. It is a flowchart which shows operation | movement of the steering gear of 1st Embodiment. It is a flowchart which shows operation | movement of the steering gear of 2nd Embodiment. It is a flowchart which shows operation | movement of the steering gear of 3rd Embodiment. It is a figure which shows the change of the pressure of an accumulator.

First Embodiment
A first embodiment of the present invention will be described using FIGS. 1 to 4. FIG. 1 is a block diagram of the steering gear 100 of the first embodiment. FIG. 2 is a partial longitudinal sectional view showing the structure of the accumulator 10b. FIG. 3 is a block diagram showing a control configuration of the steering gear 100. As shown in FIG.
The steering gear 100 of the present embodiment is a device for steering a ship by rotating a rudder shaft 1 connected to a rudder (not shown) of the ship using hydraulic power. The rudder axle 1 is connected to the rudder at the lower end and is connected to the chiller 2 at the upper end. The chiller 2 is a member that rotates about the rudder shaft 1 and is provided with a notch 2a.

In FIG. 1, the hydraulic actuator 30 includes a ram 3 and

cylinders

4a and 4b, and moves the rudder shaft 1 by moving the ram 3 by the hydraulic pressure of hydraulic fluid (hydraulic fluid) supplied to the

oil chambers

5a and 5b. Rotate.
The ram 3 is a substantially cylindrical shaft member, and is movable in a direction along the central axis (left and right direction in FIG. 1). At a central portion of the ram 3, a ram pin 3a is provided which protrudes in a direction intersecting the central axis. The ram pin 3a is assembled in a state in which the notch 2a of the chiller 2 is inserted. The ram 3 moves along the central axis by hydraulic pressure as described later. With the movement of the ram 3, the ram pin 3 a rotates the chiller 2 clockwise or counterclockwise around the rudder shaft 1. The ram pin 3 a moves to slide the notch 2 a of the chiller 2 as the ram 3 moves.

The steering gear 100 of the present embodiment includes a first hydraulic system 10 and a second hydraulic system 20, and oil is supplied from these hydraulic systems to the

oil chambers

5a and 5b. The first hydraulic system 10 includes a first oil pump 10a (first power generation unit), an accumulator 10b (accumulation unit), a pressure sensor 10c (detection unit), and a first switching valve 10d (first transmission unit). , The check valve 10e. The second hydraulic system 20 includes a second oil pump 20 a (second power generation unit), a second switching valve 20 b (second transmission unit), and a check valve 20 c. Although the accumulator 10b and the pressure sensor 10c are provided in the first hydraulic system 10, the second hydraulic system 20 is not provided with a configuration corresponding thereto. The first hydraulic system 10 can accumulate the hydraulic oil supplied from the first oil pump 10 a in the accumulator 10 b and accumulate pressure (power) of the hydraulic oil. By using the pressure (power) accumulated in the accumulator 10b as described above, a small pump with a small maximum power can be used as the first oil pump 10a.

Next, an operation in which the first hydraulic system 10 supplies hydraulic fluid to the

oil chambers

5a and 5b will be described.
The first oil pump 10a of the first hydraulic system 10 pumps up the working oil from the oil tank 40, raises the pressure, and discharges it as a high pressure working oil. The hydraulic oil discharged by the first oil pump 10 a is used as power (first power) for rotating the rudder shaft 1. Therefore, the first oil pump 10 a is a device that generates power (first power) for rotating the rudder shaft 1. The high-pressure hydraulic fluid discharged from the first oil pump 10a flows into the accumulator 10b via the check valve 10e. The hydraulic oil supplied from the first oil pump 10a to the accumulator 10b does not return to the first oil pump 10a via the check valve 10e due to the presence of the check valve 10e.

A partial longitudinal sectional view showing the structure of the accumulator 10b is shown in FIG. The accumulator 10 b of FIG. 2 is a device that accumulates the power (first power) generated by the first oil pump 10 a as hydraulic fluid under pressure and outputs the power as the power for rotating the rudder shaft 1.
The accumulator 10 b is a bladder type accumulator, and includes a main body 50, a bladder 51, a poppet 52, a spring 53, and a gas valve 54. The main body 50 is a hollow casing made of, for example, metal, and the lower end portion thereof is connected to the oil passage 10 f, and the gas valve 54 is disposed at the upper end portion. A bladder 51 which is a rubber diaphragm is disposed inside the main body 50, and an inert gas such as nitrogen gas can be enclosed in the bladder 51 via a gas valve 54.

A high pressure hydraulic oil supplied from the first oil pump 10a flows into the oil chamber 55 inside the main body 50. When the high pressure hydraulic oil is not supplied from the first oil pump 10a and the main body 50 and the bladder 51 are in close contact with each other by the inert gas, the poppet 52 is pressed downward by the bladder 51. . In this state, the force by which the bladder 51 presses the poppet 52 downward is stronger than the upward biasing force applied by the spring 53 to the poppet 52, and the poppet 52 breaks the circulation of the oil chamber 55 and the oil passage 10f. . In the oil chamber 55, a pressure sensor 10c for detecting the pressure of the hydraulic oil in the oil chamber 55 is disposed. The pressure sensor 10c detects the pressure in the oil chamber 55, and outputs an output signal (the amount of accumulated power) corresponding to the detected pressure to the control unit 60 described later.

When the first oil pump 10a starts operating and supply of high pressure hydraulic oil to the oil passage 10f is started, the pressure of the hydraulic oil gradually increases the force for pushing the poppet 52 upward. When the force of the hydraulic oil pushing the poppet 52 upward and the resultant force of the spring 53 pushing the poppet 52 upward overcome the force of the bladder 51 pushing the poppet 52 downward, the oil passage 10 f to the oil chamber 55 Inflow of hydraulic oil starts. Thereafter, when the supply of hydraulic oil from the first oil pump 10a continues, the amount of hydraulic oil flowing into the oil chamber 55 increases, and the inert gas in the bladder 51 is compressed accordingly. In the main body 50 of the accumulator 10b, the pressure of the inert gas in the bladder 51 and the pressure of the hydraulic oil in the oil chamber 55 are in balance. Therefore, as the amount of hydraulic fluid flowing into the oil chamber 55 increases, the pressure of the hydraulic fluid in the oil chamber 55 gradually increases. Thus, the pressure (first power) generated by the first oil pump 10a is accumulated in the accumulator 10b. In the stage of accumulating pressure in the accumulator 10b, the first switching valve 10d does not supply the hydraulic oil in the oil passage 10f to the

oil chambers

5a and 5b of the hydraulic actuator 30.

Does the first switching valve 10d supply high-pressure hydraulic oil supplied from the accumulator 10b via the oil passage 10f to the oil chamber 5b of the hydraulic actuator 30 via the oil passage 10g according to an instruction from the control unit 60? It is possible to switch the supply to the oil chamber 5a of the hydraulic actuator 30 via the oil passage 10h. Further, the first switching valve 10d can also shut off the hydraulic oil of the oil passage 10f not to be supplied to another oil passage according to an instruction from the control unit 60. That is, the first switching valve 10d switches three states of supplying the working oil of the oil passage 10f to either of the

oil passages

10g and 10h or not supplying any of them according to an instruction of the control unit 60. Can. The oil passage 10i is used to return the hydraulic oil in the

oil chambers

5a and 5b to the oil tank 40.

The instruction of the control unit 60 corresponds to the steering instruction of the ship steering person inputted through the input unit 70, and is performed by outputting a control signal from the control unit 60 to the first switching valve 10d. The first switching valve 10d controls the pressure (power) of hydraulic fluid stored in the accumulator 10b through the hydraulic actuator 30 in accordance with the steering command of the ship's steering operator input through the input unit 70 via the hydraulic actuator 30. To communicate.

Next, an operation in which the second hydraulic system 20 supplies hydraulic fluid to the

oil chambers

5a and 5b will be described.
The second oil pump 20a of the second hydraulic system 20 pumps up the working oil from the oil tank 40, raises the pressure, and discharges it as a high-pressure working oil. The hydraulic fluid discharged by the second oil pump 20 a is used as a power (second power) for rotating the rudder shaft 1. Therefore, the second oil pump 20 a is a device that generates power (second power) for rotating the rudder shaft 1. The high-pressure hydraulic fluid discharged from the second oil pump 20a flows into the second switching valve 20b via the check valve 20c. The hydraulic oil supplied from the second oil pump 20a to the second switching valve 20b is not returned to the second oil pump 20a via the check valve 20c due to the presence of the check valve 20c.

When the second oil pump 20a starts operation according to an instruction of the control unit 60, high-pressure hydraulic oil is supplied to the second switching valve 20b. The second switching valve 20b supplies the high-pressure hydraulic oil supplied from the second oil pump 20a to the oil chamber 5b of the hydraulic actuator 30 via the oil passage 20d according to an instruction from the control unit 60, or the oil passage It is possible to switch the supply to the oil chamber 5a of the hydraulic actuator 30 via 20e. The second switching valve 20b can also return the hydraulic oil supplied from the second oil pump 20a to the oil tank 40 via the oil passage 20f according to an instruction from the control unit 60. That is, the second switching valve 20b can switch the three states of supplying the hydraulic oil supplied from the second oil pump 20a to any of the

oil paths

20d, 20e, and 20f according to an instruction of the control unit 60. .

The instruction of the control unit 60 corresponds to the steering command of the ship's steerer input via the input unit 70, and is issued by the control unit 60 outputting a control signal to the second switching valve 20b. The second switching valve 20b steers the pressure (power) of the hydraulic oil generated by the second oil pump 20a through the hydraulic actuator 30, in accordance with the steering command of the ship's steerer input via the input unit 70. Transmit to axis 1

As mentioned above, although the accumulator 10b and the pressure sensor 10c are provided in the 1st hydraulic system 10, the 2nd hydraulic system 20 is not provided with the structure corresponding to these. By using the pressure (power) stored in the accumulator 10b, the first hydraulic system 10 can use a small pump with a small maximum power as the first oil pump 10a. On the other hand, for the second hydraulic system 20, a second oil pump 20a having a larger maximum power than the first oil pump 10a is used. The maximum power of the second oil pump 20a is the rudder shaft even if the pressure stored in the accumulator 10b is not sufficient and only the power of the second oil pump 20a can be used for turning the rudder shaft 1 It has sufficient power to rotate 1

Next, a control configuration of the steering gear 100 according to the first embodiment will be described with reference to FIG.
As shown in FIG. 3, the steering gear 100 of the first embodiment includes a control unit 60. The control unit 60 includes an input unit 70, a pressure sensor 10c, a display unit 80, a storage unit 90, a first oil pump 10a, a first switching valve 10d, a second oil pump 20a, and a second switching valve. 20b inputs and outputs various signals.

The input unit 70 receives an input instruction from the ship's rider and inputs a steering command corresponding to the input instruction to the control unit 60. In the present embodiment, the steering command of the steering angle of the ship, the steering command (first steering command) for transmitting the power of the first hydraulic system 10 to the rudder shaft 1, and the power of the second hydraulic system 20 as the rudder A steering command (second steering command) to be transmitted to 1 is input by at least the input unit 70.

The pressure sensor 10c detects the pressure in the oil chamber 55 of the accumulator 10b, and outputs an output signal (the accumulated amount of the first power) corresponding to the detected pressure to the control unit 60. The display unit 80 is used to notify the driver of various information, and is configured of a liquid crystal panel or the like. The pressure in the oil chamber 55 of the accumulator 10b is displayed on the display unit 80 based on the output signal output from the pressure sensor 10c to the control unit 60. The display unit 80 notifies the driver of the pressure (the accumulated amount of the first power) detected by the pressure sensor 10c in this manner.

The storage unit 90 stores various data for the control unit 60 to steer the ship. The storage unit 90 stores a control program for steering the ship, and the control unit 60 steers the vessel by reading and executing the control program stored in the storage unit 90. In addition, the storage unit 90 stores an input history of a steering command input by the driver via the input unit 70, and a history of an output signal output from the pressure sensor 10c to the control unit 60.

Next, an operation performed by the steering gear 100 having the control configuration shown in FIG. 3 will be described with reference to FIG. As described above, the control unit 60 of the steering gear 100 executes the operation shown in FIG. 4 by reading out and executing the control program stored in the storage unit 90.
When the process shown in FIG. 4 is started, in step S401, the control unit 60 outputs a control command to the pressure sensor 10c so as to detect a pressure. In response to the control command, the pressure sensor 10c detects the pressure in the oil chamber 55 of the accumulator 10b, and outputs an output signal corresponding to the detected pressure to the control unit 60.

In step S402, the control unit 60 analyzes the output signal output from the pressure sensor 10c, calculates a numerical value indicating the pressure in the oil chamber 55 of the accumulator 10b, and displays the display data corresponding to the calculated numerical value. Output to The display unit 80 notifies the driver of the pressure in the oil chamber 55 of the accumulator 10 b by displaying the display data input from the control unit 60.

In step S403, the control unit 60 determines whether the input unit 70 receives an input instruction from the driver and outputs a steering instruction according to the input instruction to the control unit 60. When a steering command is input from input unit 70, control unit 60 proceeds to step S404. As described above, the steering command includes the steering command of the steering angle of the ship, the steering command (first steering command) for transmitting the power of the first hydraulic system 10 to the rudder shaft 1, and the power of the second hydraulic system 20. And at least a steering command (second steering command) for transmitting the steering wheel 1 to the steering shaft 1. For example, when the steering command of the steering angle and the first steering command are input, the power of the first hydraulic system 10 is used as the power for rotating the rudder shaft 1, and the steering angle is input and instructed. The case where the rudder axle 1 is turned is said. Also, for example, when the steering command of the steering angle and the second steering command are input, the power of the second hydraulic system 20 is used as the power for rotating the rudder shaft 1, and the steering angle instructed The case where the rudder axle 1 is turned so that it may become is said.

In step S404, the control unit 60 determines whether the steering command input from the input unit 70 is a command to the first hydraulic system 10. If the command is to the first hydraulic system 10, the process proceeds to step S405. If the command is for the second hydraulic system 20, the process proceeds to step S406.
At step S405, the control unit 60 transmits a control command to the first switching valve 10d. Specifically, high-pressure hydraulic oil supplied from the accumulator 10b via the oil passage 10f is supplied to the oil chamber 5b of the hydraulic actuator 30 via the oil passage 10g or hydraulic pressure via the oil passage 10h A control command to cause the first switching valve 10d to execute either supply to the oil chamber 5a of the actuator 30 is transmitted. Whether the hydraulic oil supply destination is the oil chamber 5b or the oil chamber 5a of the hydraulic actuator 30 is determined by the steering command of the steering angle input in step S403. That is, the control unit 60 compares the current steering angle with the steering command of the steering angle input in step S403, and determines the supply destination of the hydraulic oil according to which rotation direction the steering shaft 1 is rotated. . The current steering angle is detected by a steering angle detection sensor (not shown).

At step S406, the control unit 60 transmits a control command to the second switching valve 20b. Specifically, the control unit 60 supplies high-pressure hydraulic oil supplied from the second oil pump 20a to the oil chamber 5b of the hydraulic actuator 30 via the oil passage 20d or via the oil passage 20e. Then, a control command for switching the second switching valve 20b to either supply to the oil chamber 5a of the hydraulic actuator 30 is transmitted. Whether the hydraulic oil supply destination is the oil chamber 5b or the oil chamber 5a of the hydraulic actuator 30 is determined by the steering command of the steering angle input in step S403.

At step S407, control unit 60 determines whether or not the current steering angle has reached the target steering angle. If it is determined that the target steering angle has been reached, control proceeds to step S408. When the current steering angle detected by the steering angle detection sensor (not shown) matches the steering angle instructed by the steering command input in step S403, the control unit 60 sets the current steering angle to the target steering angle. Judge that it has arrived.

In step S408, since the current steering angle has reached the target steering angle, the controller 60 holds the steering angle at the current position, so the hydraulic valve 30 is switched to the first switching valve 10d or the second switching valve 20b. Instruct to stop the supply of hydraulic oil. If the steering command input in step S403 is a command to the first hydraulic system 10, the control unit 60 instructs the first switching valve 10d to stop the supply of hydraulic fluid. In addition, when the steering command input in step S403 is a command to the second hydraulic system 20, the control unit 60 instructs the second switching valve 20b to stop the supply of the hydraulic oil.
After step S408 is executed, the control unit 60 ends the process shown in FIG.

As explained above, the steering gear 100 of the present embodiment rotates the rudder shaft 1 connected to the rudder of the ship, and generates a first power to generate the first power for rotating the rudder shaft 1 The pressure (first power) generated by 10a (first power generation unit) is accumulated as hydraulic fluid in a pressurized state by the accumulator 10b (accumulation unit). The accumulated pressure is transmitted to the rudder axle 1 by the first switching valve 10d (first transmission unit) according to the input steering command. By doing this, the pressure accumulated in the accumulator 10b can be transmitted to the rudder axle 1 even when a steering command that requires power higher than the maximum power of the first oil pump 10a is input. It can be properly transmitted. In addition, since the steering gear 100 of the present embodiment includes the pressure sensor 10 c (detection unit) that detects the pressure (the accumulated amount of the first power) of the hydraulic oil accumulated in the accumulator 10 b, for example, the steering wheel After the pressure of the hydraulic fluid accumulated in the accumulator 10b is recognized by the display unit 80, an appropriate steering command can be issued.

Further, the steering gear 100 of the present embodiment generates a second power for rotating the rudder shaft 1, and a second oil pump having a larger maximum power than the first oil pump 10a (first power generation unit). A second switching valve 20b (second power) that transmits the pressure (second power) generated by the second oil pump 20a (second power generation unit) according to the steering command and the second power generation unit 20a (second power generation unit). A second transmission unit). In this way, the pressure (first power) generated by the first oil pump 10a (first power generation unit) can be stored and transmitted to the rudder shaft 1, while being stored in the accumulator 10b. A second oil pump 20a (second power generation unit) having a maximum power larger than that of the first oil pump 10a (first power generation unit) even when the pressure (the accumulated amount of the first power) of the operating oil is small Pressure (second power) can be transmitted to the rudder shaft 1.

Further, the steering gear 100 according to the present embodiment transmits a first steering command for transmitting the pressure (first power) generated by the first oil pump 10 a to the rudder shaft 1 or the first steering command based on the input instruction of the steerer. 2 Input unit 70 for inputting any of the second steering command for transmitting the pressure (second power) generated by the oil pump 20a to the rudder shaft 1, the pressure of the hydraulic oil detected by the pressure sensor 10c (first power The display unit (notification unit) 80 notifies by displaying the stored amount of the vehicle to the steerer, and the first power is transmitted to the rudder axle 1 when the first steering command is input to the input unit 70. 1) Control the switching valve 10d (first transmission unit), and when the second steering command is input to the input unit 70, transmit the pressure (second power) generated by the second oil pump 20a to the rudder shaft 1 And a control unit 60 that controls the second switching valve 20b (second transmission unit).

In this way, the first motive power accumulated in the accumulator 10b is transmitted to the rudder axle 1 after the driver recognizes the pressure (the accumulated amount of the first motive power) of the hydraulic oil accumulated in the accumulator 10b. Appropriately inputting either the first steering command or the second steering command for transmitting the pressure (second power) generated by the second oil pump 20a (second power generating unit) to the rudder axle 1 it can. Therefore, when the pressure (accumulation amount of the first power) of the hydraulic oil stored in the accumulator 10b is small, the pressure (second power) generated by the second oil pump 20a (second power generation unit) It is possible to input an appropriate steering command such as inputting a second steering command to be transmitted to the shaft 1.

Moreover, the steering gear 100 of this embodiment notifies the pressure of hydraulic fluid by displaying the information which shows the pressure of the hydraulic fluid accumulate | stored in the accumulator 10b on the display part 80. FIG. By doing this, the driver visually recognizes the pressure (accumulated amount of the first power) of the hydraulic oil stored in the accumulator 10b and then steers the pressure (first power) accumulated by the accumulator 10b. Either the first steering command transmitted to the shaft 1 or the second steering command transmitted to the rudder shaft 1 the pressure (second power) generated by the second oil pump 20a (second power generating unit) is appropriate Can be entered.

Second Embodiment
Next, a second embodiment of the present invention will be described using FIG. FIG. 5 is a flow chart showing the operation of the steering gear of the second embodiment.
In the first embodiment, the steering command of the steering angle and the command to the first hydraulic system 10 or the command to any one of the second hydraulic systems 20 are input as the steering command. That is, the driver decides whether to rotate the rudder shaft 1 using the first hydraulic system 10 or to rotate the rudder shaft 1 using the second hydraulic system 20. On the other hand, in the second embodiment, it is stored in the accumulator 10b whether to rotate the rudder shaft 1 using the first hydraulic system 10 or to rotate the rudder shaft 1 using the second hydraulic system 20. The control unit 60 of the steering gear is automatically determined by the pressure of the operating oil (the accumulated amount of the first power).
The second embodiment is a modification of the first embodiment, and the other configuration is the same as that of the first embodiment except in the case where it is particularly described below, so the description thereof will be omitted.

The operation | movement which the steering gear provided with the control structure shown in FIG. 3 performs is demonstrated using FIG. As described above, the control unit 60 of the steering gear executes the operation shown in FIG. 5 by reading out and executing the control program stored in the storage unit 90.
When the process shown in FIG. 5 is started, in step S501, the control unit 60 outputs a control command to the pressure sensor 10c so as to detect a pressure. In response to the control command, the pressure sensor 10c detects the pressure in the oil chamber 55 of the accumulator 10b, and outputs an output signal corresponding to the detected pressure to the control unit 60.

In step S502, the control unit 60 analyzes the output signal output from the pressure sensor 10c, calculates a numerical value indicating the pressure in the oil chamber 55 of the accumulator 10b, and displays the display data corresponding to the calculated numerical value. Output to The display unit 80 notifies the driver of the pressure in the oil chamber 55 of the accumulator 10 b by displaying the display data input from the control unit 60.

In step S503, the control unit 60 determines whether the input unit 70 receives an input instruction from the driver and outputs a steering instruction according to the input instruction to the control unit 60. If a steering command is input from input unit 70, control unit 60 proceeds to step S504. In the second embodiment, the steering command at least includes the steering command of the steering angle of the ship.

In step S504, the control unit 60 determines whether the pressure in the oil chamber 55 of the accumulator 10b detected in step S501 is sufficient to issue a steering command of the steering angle input in step S503. Do. Specifically, the control unit 60 calculates an angle of the difference between the current steering angle and the steering angle of the steering command, and rotates the steering shaft 1 by the calculated angle, within the oil chamber 55 of the accumulator 10b. Determine if the pressure is sufficient. Relational information indicating the relationship between the angle at which the steering angle is turned and the pressure in the oil chamber 55 necessary to turn the angle is stored in the storage unit 90. The control unit 60 performs the determination in step S504 by reading out the relationship information stored in the storage unit 90. If control unit 60 determines that the pressure in oil chamber 55 is sufficient to cause the current steering angle to match the steering angle of the steering command, the process proceeds to step S505; otherwise, the process proceeds to step S506. Proceed with the process.

In step S505, the control unit 60 transmits a control command to the first switching valve 10d. Specifically, high-pressure hydraulic oil supplied from the accumulator 10b via the oil passage 10f is supplied to the oil chamber 5b of the hydraulic actuator 30 via the oil passage 10g or hydraulic pressure via the oil passage 10h A control command to cause the first switching valve 10d to execute either supply to the oil chamber 5a of the actuator 30 is transmitted. Whether the hydraulic oil supply destination is the oil chamber 5b or the oil chamber 5a of the hydraulic actuator 30 is determined by the steering command of the steering angle input in step S503. That is, the control unit 60 compares the current steering angle with the steering command of the steering angle input in step S503, and determines the supply destination of hydraulic fluid according to which rotation direction the steering shaft 1 is rotated. . The current steering angle is detected by a steering angle detection sensor (not shown).

At step S506, the control unit 60 transmits a control command to the second switching valve 20b. Specifically, the control unit 60 supplies high-pressure hydraulic oil supplied from the second oil pump 20a to the oil chamber 5b of the hydraulic actuator 30 via the oil passage 20d or via the oil passage 20e. Then, a control command for switching the second switching valve 20b to either supply to the oil chamber 5a of the hydraulic actuator 30 is transmitted. Whether the hydraulic oil supply destination is the oil chamber 5b or the oil chamber 5a of the hydraulic actuator 30 is determined by the steering command of the steering angle input in step S503.

In step S507, the control unit 60 determines whether the current steering angle has reached the target steering angle. If it is determined that the target steering angle has been reached, the process proceeds to step S508. When the current steering angle detected by the steering angle detection sensor (not shown) matches the steering angle instructed by the steering command input in step S503, the control unit 60 sets the current steering angle to the target steering angle. Judge that it has arrived.

In step S508, since the current steering angle has reached the target steering angle, the controller 60 holds the steering angle at the current position, so the hydraulic valve 30 is switched to the first switching valve 10d or the second switching valve 20b. Instruct to stop the supply of hydraulic oil. When the control command is transmitted to the first switching valve 10d in step S505, the control unit 60 instructs the first switching valve 10d to stop the supply of the hydraulic oil. Further, when the control command is transmitted to the second switching valve 20b in step S506, the control unit 60 instructs the second switching valve 20b to stop the supply of the hydraulic oil.
After step S508 is executed, the control unit 60 ends the process shown in FIG.

As described above, in the steering gear of the second embodiment, the first switching is performed according to the pressure (the accumulated amount of the first power) in the oil chamber 55 of the accumulator 10b detected by the pressure sensor (detection unit) 10c. It has the control part 60 which controls valve 10d (1st transmission part) and 2nd switching valve 20b (2nd transmission part). In this way, the pressure (first power) generated by the first oil pump 10a is transmitted to the rudder shaft 1 in accordance with the pressure (the accumulated amount of the first power) in the oil chamber 55 of the accumulator 10b. Transmission of the pressure (second power) generated by the second oil pump 20a to the rudder shaft 1 is appropriately controlled.

In the steering gear of the second embodiment, the steering command includes a command for the target steering angle, and the control unit 60 outputs the command for the target steering angle and the pressure in the oil chamber 55 of the accumulator 10b (the amount of accumulated first power And controls the first switching valve 10d (first transmission unit) and the second switching valve 20b (second transmission unit). By doing this, the rudder of the pressure (first power) generated by the first oil pump 10a according to the command of the target steering angle and the pressure in the oil chamber 55 of the accumulator 10b (the accumulated amount of the first power). The transmission to the shaft 1 and the transmission of the pressure (second power) generated by the second oil pump 20a to the rudder shaft 1 are appropriately controlled.

Third Embodiment
Next, a third embodiment of the present invention will be described using FIG. FIG. 6 is a flow chart showing the operation of the steering gear of the third embodiment.
In the second embodiment, the hydraulic oil stored in the accumulator 10b is used to determine whether to rotate the rudder shaft 1 using the first hydraulic system 10 or to rotate the rudder shaft 1 using the second hydraulic system 20. It is determined depending on whether the pressure (the accumulated amount of the first power) is sufficient for the target steering angle. On the other hand, in the third embodiment, the pressure is determined based on whether the pressure of the hydraulic oil stored in the accumulator 10b is equal to or more than a predetermined amount.
The third embodiment is a modification of the second embodiment, and the other configuration is the same as that of the second embodiment except the case where it is particularly described below, and therefore the description thereof will be omitted.

The operation | movement which the steering gear provided with the control structure shown in FIG. 3 performs is demonstrated using FIG. As described above, the control unit 60 of the steering gear executes the operation shown in FIG. 6 by reading out and executing the control program stored in the storage unit 90.
Of the operations shown in FIG. 6, the operations in steps S601, S602, S603, S605, S606 and S608 are the same as the operations in steps S501, S502, S503, S505, S506 and S508 shown in FIG. Therefore, the explanation in the following is omitted.
Hereinafter, among the operations shown in FIG. 6, the operations of steps S604 and S607 will be described.

In step S604, the control unit 60 determines whether the pressure in the oil chamber 55 of the accumulator 10b detected in step S601 is equal to or higher than a predetermined value. If the control unit 60 determines that the pressure in the oil chamber 55 of the accumulator 10b is equal to or higher than a predetermined value (the accumulated amount of first power is equal to or higher than a predetermined amount), the process proceeds to step S605. The process advances to step S606.

In step S607, the control unit 60 determines whether the current steering angle has reached the target steering angle. If it is determined that the target steering angle has been reached, the process proceeds to step S608. When the current steering angle detected by the steering angle detection sensor (not shown) matches the steering angle instructed by the steering command input in step S603, the control unit 60 sets the current steering angle to the target steering angle. Judge that it has arrived. If it is determined in step S607 that the current steering angle has not reached the target steering angle, step S604 is executed again. This point is a point different from the second embodiment, and the determination of step S604 is repeatedly executed until the current steering angle reaches the target steering angle. That is, if the pressure in the oil chamber 55 of the accumulator 10b is equal to or higher than a predetermined value during steering, the accumulator 10b is used as power for steering (turning of the steering shaft 1). The second oil pump 20a is used as the power of steering if the pressure of the pressure below the predetermined value.

In addition, a predetermined invariant value can be used as the predetermined value of the pressure mentioned above. Also, for example, it is possible to set a variable value as the predetermined value of the pressure described above. For example, variable values can be set by the following method.
FIG. 7 is a diagram showing changes in pressure of the accumulator. The current time is t, and the pressure of the accumulator 10b according to the input history of the past steering command is indicated by a solid line. The pressure of the accumulator 10b decreases in response to steering and rises in response to stopping steering.

For example, the time when the steering was stopped and the pressure of the accumulator 10b at that time are stored in the storage unit 90 as an input history. Then, based on the plurality of input histories, the time T at which the pressure of the accumulator 10b becomes a predetermined value (for example, a value indicating the atmospheric pressure) is predicted. Although various prediction methods can be adopted, for example, as shown by a dotted line in FIG. 7, two places of the input history are connected by a straight line, and a linear function of pressure with time as a variable is calculated. do it. Then, by substituting the current time t into the calculated linear function, the pressure P indicating a predetermined value can be obtained. In this case, by setting the pressure P to the predetermined value (threshold value) described above, the determination in step S604 can be performed using a variable value. In this case, the calculation of the linear function and the setting of the pressure P are performed by the control unit (threshold setting unit) 60.

As described above, according to the steering gear of the third embodiment, when the pressure (accumulation amount) of the accumulator 10b is larger than the predetermined value (predetermined amount), the control unit 60 generates the first oil pump 10a. Pressure (first power) is transmitted to the rudder shaft 1, and if the pressure (accumulated amount) of the accumulator 10b is smaller than a predetermined value (predetermined amount), the pressure (second power) generated by the second oil pump 20a The first switching valve 10 d (first transmission unit) and the second switching valve 20 b (second transmission unit) are controlled to be transmitted to the rudder axle 1. By doing this, when the pressure (accumulation amount) of the accumulator 10b is larger than a predetermined value (predetermined amount), the second oil pump 20a (second power generation unit) which consumes a large amount of energy is not operated. Energy consumption of the steering gear can be reduced. In this case, the predetermined value (predetermined amount) may be a predetermined invariant. In this case, the input history of the steering command may be stored in the storage unit 90, and the predetermined amount may be set based on the input history stored in the storage unit 90. By doing this, transmission of the pressure (first power) generated by the first oil pump 10a to the rudder shaft 1 and the pressure generated by the second oil pump 20a appropriately in accordance with the input history of the steering command Transmission of the second power) to the rudder shaft 1 can be controlled.

Other Embodiments
In the first embodiment, the control unit 60 causes the display unit 80 to display display data corresponding to a numerical value indicating the pressure detected by the pressure sensor 10c. For example, instead of the pressure itself detected by the pressure sensor 10c, the maximum pressure (maximum power) that can be accumulated in the accumulator 10b may be 100, and the ratio of the pressure detected by the pressure sensor 10c may be displayed. By doing this, the rider can easily recognize how much pressure (power) is stored with respect to the maximum power.

In the embodiment described above, the pressure sensor 10 c is provided in the oil chamber 55 shown in FIG. 3, but may be provided inside the bladder 51. In this case, the pressure sensor 10c detects not the pressure of the hydraulic oil but the pressure of the inert gas in the bladder 51. Since the pressure of the inert gas and the pressure of the hydraulic oil in the oil chamber 55 coincide with each other, even if the pressure sensor 10c is provided in the inside of the bladder 51, it becomes the same as the embodiment described above.

Further, in the embodiment described above, although the power from the second hydraulic system 20 is not supplied to the hydraulic actuator 30 when the power is supplied from the first hydraulic system 10, the other is described. It may be an aspect. For example, when power is supplied from the first hydraulic system 10, power from the second hydraulic system 20 may be supplied to compensate for the power of the first hydraulic system 10.

Reference Signs List 1 rudder shaft 2 chiller 3

ram

5a, 5b oil chamber 10 first hydraulic system 10a first oil pump 10b accumulator 10c pressure sensor 10d first switching valve 10e check valve 20 second hydraulic system 20a second oil pump 20b second switching Valve 20 c Check valve 60 Control unit 70 Input unit 80 Display unit 90 Storage unit 100 Steering gear

Claims

A steering gear for turning a rudder shaft connected to a rudder of a ship, comprising:
A first power generation unit that generates a first power for rotating the rudder shaft;
An accumulation unit for accumulating the first power generated by the first power generation unit;
A first transmission unit for transmitting the first power stored in the storage unit to the rudder shaft according to a steering command input;
A detection unit that detects an accumulation amount of the first power accumulated in the accumulation unit;
A steering gear characterized by comprising.
A second power generation unit that generates a second power for rotating the rudder shaft and has a maximum power greater than that of the first power generation unit;
A second transmission unit for transmitting the second power generated by the second power generation unit to the rudder shaft according to the steering command;
The steering gear according to claim 1, comprising:
Inputting either the first steering command for transmitting the first power to the rudder shaft or the second steering command for transmitting the second power to the rudder shaft based on an input instruction from the driver The input unit to
A notification unit that notifies the driver of the accumulated amount of the first power detected by the detection unit;
When the first steering command is input to the input unit, the first transmission unit is controlled to transmit the first power to the rudder axle, and the second steering command is input to the input unit. The steering gear according to claim 2, further comprising: a control unit that controls the second transmission unit to transmit the second power to the rudder shaft.
The steering gear according to claim 3, wherein the notification unit notifies the accumulated amount by displaying information indicating the accumulated amount on a display unit.
The steering gear according to claim 2, further comprising: a control unit configured to control the first transmission unit and the second transmission unit according to an accumulation amount of the first power detected by the detection unit.
The steering command includes a target steering angle command,
The steering according to claim 5, wherein the control unit controls the first transmission unit and the second transmission unit according to an instruction of the target steering angle and an accumulation amount of the first power. Machine.
The control unit transmits the first power to the rudder shaft when the accumulated amount is larger than a predetermined amount, and transmits the second motive power to the rudder shaft when the accumulated amount is smaller than the predetermined amount. The steering gear according to claim 5, wherein the first transmission unit and the second transmission unit are controlled to do so.
The steering gear according to claim 7, wherein the predetermined amount is a predetermined invariant.
A storage unit that stores an input history of the steering command;
A threshold setting unit configured to set the predetermined amount based on the input history stored in the storage unit;
The steering gear according to claim 5, further comprising:
The first power generation unit is a pump that sucks in working fluid and discharges it at high pressure,
The steering gear according to any one of claims 1 to 9, wherein the accumulation portion is an accumulator that accumulates the working fluid discharged from the pump in a pressurized state.
A ship comprising the steering gear according to any one of claims 1 to 10.